Морское единое окно — пилотный проект Администрации морских портов Украины, который, как ожидается, позволит упорядочить сбор и анализ данных о заходящих в порты судах и тем самым оптимизировать деятельность субъектов хозяйствования. В то же время в портах Украины с 2012 года функционирует информационная система портового сообщества (ИСПС), разработчиком которой является ООО «ППЛ 33-35».
Заместитель генерального директора компании Алексей Орлов в интервью для журнала «Судоходство» разъясняет принципы функционирования ИСПС, что есть украинское Национальное морское единое окно и как оно должно функционировать.
В настоящем интервью А. Орлов рассматривает преимущества ИСПС, порядок получения доступа к ней, тарифы и ценообразование, взаимодействие ее с другими подобными системами в транспортном процессе и перспективы создания Национального единого окна, то есть объединения этих систем. В заключение отмечается поддержка большинством участников транспортного процесса ИСПС и природа этой системы как проекта государственно-частного партнерства. В публикации содержатся схемы: схема Украинского Национального Морского Единого Окна, а также схема взаимодействия информационных систем. По техническим причинам схемы не приводятся.
The information system of the port community was created on the initiative of the administration of the Odessa Commercial Sea Port, in order to optimize the activity of the seaports, namely the transfer of paper documents to the electronic one during the registration of ship calls and the subsequent port handling.
The Plaske company undertook to implement the concept, creating the organization PPL 33-35, which became the system developer.
PCIS successfully passed the test operation in the port of Odessa, on the transshipment of containerized cargo. The system was put into commercial operation in January 2014. Currently, 980 freight forwarding companies use it in Ukrainian seaports.
The system includes eight special modules that provide synchronized operation of all chain participants: the port administration, regulatory authorities, freight forwarders, port operators, carriers, marine agents (ship owner’s representatives), cargo owners.
— Alexey, what are the advantages of this system?
— Firstly, it is the simplification and speeding up of the procedures for the movement of goods across the customs border. For example: in 2010-2012, vehicles for days or even months stood in the ports. To date, the average time spent by cars at the port has been reduced to 1.5 hours.
Secondly, it is an opportunity to record any actions of officials that they have taken since the moment they entered the system.
In addition, law enforcement agencies can use this system in the framework of criminal, administrative proceedings, since all information is certified by electronic digital signatures and is legally relevant. A document certified by a digital signature is equivalent to a document on paper with a handwritten signature.
I will note that the system is certified by the State Service for Special Communications and Information Protection of Ukraine and allows state regulatory authorities and all business entities of Ukraine to exchange information among themselves the participants of the transport process.
— How is the system functioning in practice?
— PCIS is regulated by the Resolution of the Cabinet of Ministers of Ukraine No. 451, which approved the typical technological scheme of movement of goods across the border and the actions of regulatory authorities.
The primary is to gain access to the system, which is carried out through the conclusion of cooperation agreements by all participants of the port community with the coordinator of the system — the Ukrainian Sea Ports Authority (USPA).
The algorithm for joining the PCIS is the following: the participant enters into a cooperation agreement with the USPA. Next, a bilateral agreement is signed with the user of the system, which provides for rights, obligations, responsibilities and risks.
After the conclusion of the agreement and the contract, we give the username a login and password. A prerequisite is to obtain a digital signature at an accredited key certification center. After that, you can enter the system, in particular, the module for which the contract was concluded. For example, an agent enters an agent module, a freight forwarder — into a freight forwarding module, etc. So the user gets the opportunity to control the movement of goods in the port, as well as obtaining information about decisions made by regulatory authorities, without leaving the office.
— In the address of PPL 33-35 has repetitively sounded the accusations from the same freight forwarders of overestimated tariffs and the monopoly of the company…
— Let me remind you that in 2012 only one responded to the open appeal of the USPA to develop this project! company — JSC PLASKE, which became the founder of LLC PPL 33-35.
Regarding tariffs: they are established by a contract that the future participant in the PCIS enters willfully. Moreover, the system is created in such a way that everyone has the right to submit documents in paper form without using this system. The total number of freight forwarding companies that are currently working with us is 980. At the same time, those who signed this agreement, at their own request, can contact the Port Authority and not pay anything. Therefore, to talk about any monopoly is completely irresponsible.
— What is the data basis of the service billing?
— Billing is made on the basis of data that form prices for the «product». There are accounting documents in which all our items of expenditure are indicated. These are: taxes, depreciation and modernization of equipment, communication services, rental of premises, salaries to employees, utilities and other expenses. This calculation is the basis for the pricing of services.
— At present, USPA is working on introducing maritime single window into the port system. How will this affect the functioning of PCIS?
-The maritime single window is in fact the national fragment of the Safe Sea Net (SSN). This is a European vessel monitoring system, created to exchange among Member States all important information on the movement of sea vessels and the exact nature of the cargo being transported. Regulated by EU Directive 2002/59.
The idea of creating directly the National Maritime Single Window in Ukraine rose in 2016 (Fig.1). Its main goal is to simplify the formalities in the execution of procedures for registration of persons, vehicles and cargo, while processing them in the ports of Ukraine.
I will note that in many ports of the world there is a sea single window and a system of port communities at the same time. However, there is not yet an algorithm of how should interact all these systems.
The previous leadership of the Ministry of Infrastructure has created a work plan for the expansion and implementation of a unified port community information system. The first items on it are fulfilled, the rest are awaiting implementation.
— Does PPL 33-35 have any groundwork in terms of system interaction?
— Today, active testing of the interaction between the PCIS and the World Customs Organization (WCO) system is underway. We exchange information with the WCO server through the State Fiscal Service of Ukraine.
Practice shows that we can also exchange information with any system of port terminals, forwarding and any other organizations, for example, DP «KTO», Brooklyn-Kiev Port, TIS-KT, etc.
— In Ukraine, there are several models to simplify procedures in the field of transport, trade and logistics: customs single window, maritime single window, ISPS … Are there many windows?
— The scheme of interaction of information systems (Fig. 2.) very well reflects the notion that there are «single windows». If we talk about a competent approach, then the National Single Window should be created, and the concepts of single windows can be any number: electronic commerce, freight forwarders, a custom single window, a maritime single window, etc. This includes the port community information system as one of the elements of the National Single Window.
In the scheme there can be many «windows». But in order to unite them and allow them to fully interact, a government body must be created that implements this idea.
— Do you consider any future for the PCIS?
— Of course! There are a lot of challenges, but the most important thing is that we are supported by the majority of participants in the transport process.
It is important that our government understands that the interaction of the public and private sectors is a generally accepted and well-known global practice, which is called «public-private partnership».
Авторы: Alexey Orlov, Anastasiya YARMOLYUK
Источник: Судоходство Shipping. — 2019. — № 1-2. — С. 26 — 29.